Exit row table for an aircraft

ABSTRACT

A table ( 30 ) for an aircraft includes a table surface ( 56 ) deployable between a retracted position and a deployed position, an arm ( 50 ) having a first end and a second end, the arm ( 50 ) supporting the table ( 66 ) surface at the first end, a support connected to the arm ( 50 ) at the second end, the support connecting the arm to a structure interior to the aircraft, a sensor ( 136 ) within the aircraft to detect if a seat adjacent to the table surface is occupied, and a mechanism ( 120 ) for retracting the table surface to the retracted position if the sensor ( 36 ) detects at least one of that the seat is not occupied and that the aircraft flight mode meets predetermined criteria.

CROSS-REFERENCE TO RELATED APPLICATION AND CLAIM OF PRIORITY

The present application claims priority to U.S. provisional patentapplication No. 61/823,567 filed on May 15, 2013, the entire contents ofwhich are hereby incorporated by reference.

FIELD OF THE INVENTION

The present invention concerns a construction for a table in anaircraft. Specifically, the present invention concerns a table in anaircraft that is contemplated to be positioned adjacent to an emergencyexit, where the table includes features that facilitate egress from theaircraft in the event of an emergency. The present invention also iscontemplated to be employed on a smaller aircraft such as a privateaircraft or a corporate aircraft, particularly a jet aircraft.

DESCRIPTION OF THE RELATED ART

Passenger seating adjacent to an emergency exit row presents uniqueengineering challenges when configuring the interior of an aircraft.

As should be apparent to any traveler, in the event of an emergency, itis necessary for the passenger to be provided with access to theemergency exit. This includes access to a doorway or to an emergencyexit window. For purposes of the discussion that follows, the term“emergency exit location” is intended to refer to any point of egressfrom an aircraft, regardless of the mode of egress (i.e., a door orwindow).

Ensuring access to an emergency egress location may involve any of anumber of different design parameters. For example, the aisle providingaccess to the emergency egress location may be wider than other aisleson board the aircraft.

Separately, it is known that some aircraft designers provide removabletables for passenger seats that are adjacent to an emergency exitlocation. The removable tables are intended to be separable from thepassenger seat. In this design, any person who tries to access theemergency exit location may remove the table from the seat, therebyremoving any obstruction that might discourage access to the emergencylocation.

As should be apparent to those skilled in the art, there are stillfurther design alterations that may be made to assure access toemergency exit locations.

One deficiency that has been identified in the prior art lies in thefact that a side table is not easily provided to a passenger who isseated near to an emergency exit location.

It is in the context of this confluence of factors that the presentinvention was developed.

SUMMARY OF THE INVENTION

The present invention addresses one or more of the deficiencies notedwith respect to the prior art.

In one contemplated embodiment, the present invention provides a tablefor an aircraft that includes a table surface deployable between aretracted position and a deployed position, an arm having a first endand a second end, the arm supporting the table surface at the first end,a support connected to the arm at the second end, the support connectingthe arm to a structure interior to the aircraft, a sensor within theaircraft to detect if a seat adjacent to the table surface is occupied,and a mechanism for retracting the table surface to the retractedposition if the sensor detects at least one of that the seat is notoccupied and that the aircraft flight mode meets predetermined criteria.

It is contemplated that the mechanism may hold the table surface in apredetermined position if the seat is occupied and also, possibly, ifthe aircraft flight mode meets predetermined criteria.

It is also contemplated that the exit row table includes a lockingmechanism for locking the table surface in a predetermined positionbetween the retracted position and the deployed position if the sensordetects that the seat is occupied and the aircraft flight mode meetspredetermined criteria.

The exit row table of the present invention is contemplated to include atable surface that includes at least a first leaf and a second leaf thatpivotally connected to one another.

The exit row table of the present invention also may include a tablesupport pivot disposed at the first end of the arm, permitting rotationof the table surface about the table support pivot.

It is also contemplated that the exit row table includes an arm pivotdisposed at the second end of the arm, permitting rotation of the armabout the arm pivot.

In one embodiment, the exit row table of the present invention includesan extension disposed at the first end of the arm, permitting the tablesurface to be moved between the retracted position and the deployedposition. The extension may be parallel to the arm. The extension may bedisposed at an angle with respect to the arm.

The exit row table is contemplated to be stowable in a sideboard or anarm rest on the aircraft.

With respect to one or more embodiments of the exit row of the presentinvention, it is contemplated that the sensor is disposed in the seatand detects if a weight on the seat exceeds a predetermined amount.

The retraction mechanism may be at least one of a pneumatic damper, ahydraulic damper, a spring, and a servo motor.

The locking mechanism may be at least one of an electrical lock and amechanical lock.

The aircraft flight mode is contemplated to exclude conditionsassociated with taxi, takeoff, and landing, among other flightconditions for which the exit table is recommended to be returned to theretracted position.

The present invention also is contemplated to encompass a method ofoperation of an exit row table for an aircraft that includes a tablesurface deployable between a retracted position and a deployed position,an arm having a first end and a second end, the arm supporting the tablesurface at the first end, a support connected to the arm at the secondend, the support connecting the arm to a structure interior to theaircraft, a sensor within the aircraft to detect if a seat adjacent tothe table surface is occupied, and a mechanism for retracting the tablesurface to the retracted position if the sensor detects at least one ofthat the seat is not occupied and that the aircraft flight mode meetspredetermined criteria. The method is contemplated to includedetermining if predetermined flight conditions exist, determining if theseat is occupied, and retracting the table surface to the retractedposition if the sensor detects at least one of that the seat is notoccupied and that the aircraft flight mode meets predetermined criteria.

In another contemplated embodiment, where the exit row table furtherincludes a locking mechanism for locking the table surface in apredetermined position between the retracted position and the deployedposition if the sensor detects that the seat is occupied and theaircraft flight mode meets predetermined criteria, the method includesgenerating an unlock command if the seat is not occupied andpredetermined flight conditions exist, wherein an unlock command unlocksthe locking mechanism. With respect to this embodiment, the method alsoincludes retracting the table surface in response to the unlock command.

The steps of determining if the seat is occupied are contemplated to beperformed periodically.

The present invention also provides for an exit row table that includesa table surface deployable between a retracted position and a deployedposition, an arm having a first end and a second end, the arm supportingthe table surface at the first end, a scissor connected to the arm fordeploying the arm and table surface between a first position to a secondposition, and a support connected to the arm at the second end, thesupport connecting the arm to a structure interior to the aircraft.

In this embodiment, the first position is contemplated to be within acompartment, such as a side ledge or armrest, and the second position isat least partially exterior to the compartment.

In another embodiment of the invention, it is contemplated that the exitrow table will include an actuator connected to the scissor for applyinga force on the arm to deploy the arm between the first position and thesecond position. As such, the scissor is contemplated to be responsiveto a momentary application of a force to deploy the table surfacebetween the first and second positions.

Further aspects of the present invention will be made apparent form theparagraphs that follow.

BRIEF DESCRIPTION OF THE DRAWING(S)

The present invention will now be described in connection with thedrawing appended hereto, in which:

FIG. 1 is a perspective illustration of a typical aircraft on which theexit row table of the present invention may be installed;

FIG. 2 is a top view of one contemplated arrangement for an emergencyexit row seat, after the exit row table has been deployed;

FIG. 3 is a perspective view of a prototype of the exit row tableillustrated in FIG. 2, shown in a position where the exit row table ispartially extracted from a sideboard adjacent to the passenger's seat;

FIG. 4 is a perspective illustration of the exit row table depicted inFIG. 3, showing the exit row table at a position where the exit rowtable is fully extracted from the sideboard and rotated forwardly;

FIG. 5 is a perspective illustration of the exit row table shown in FIG.3, where the exit row table is unfolded in front of the passenger.

FIG. 6 is a perspective illustration of one contemplated embodiment of amechanism that may be employed with the exit row table illustrated inFIG. 3, the mechanism being positionable within the sideboard and beingshown in a fully retracted condition.

FIG. 7 is a perspective illustration of the mechanism illustrated inFIG. 6, where the mechanism has deployed the exit row table from withinthe sideboard;

FIG. 8 is a perspective illustration of the mechanism illustrated inFIG. 6, after the table support structure of the mechanism has beenshifted forward so that the exit row table may be unfolded in front ofthe passenger;

FIG. 9 is perspective illustration of the mechanism illustrated in FIG.6, where the table support structure has been deployed in an openedposition;

FIG. 10 is a graphical, top view of a first contemplated embodiment ofthe exit row table of the present invention, showing the exit row tablein a retracted position above the passenger seat;

FIG. 11 is a graphical, top view of the first embodiment of the exit rowtable of the present invention, showing the exit row table in a deployedposition, which is displaced forward of the retracted position;

FIG. 12 is a graphical, top view of a second embodiment of the exit rowtable of the present invention, showing the exit row table in theretracted position above the passenger seat, consistent with theposition illustrated in FIG. 10;

FIG. 13 is a graphical, top view of the second embodiment of the exitrow table of the present invention, showing the exit row table in thedeployed position, consistent with the position illustrated in FIG. 11;

FIG. 14 is a graphical, top view of a third embodiment of the exit rowtable of the present invention, showing the exit row table in theretracted position above the passenger seat, consistent with theposition illustrated in FIG. 10;

FIG. 15 is a graphical, top view of the third embodiment of the exit rowtable of the present invention, showing the exit row in the deployedposition, consistent with the position illustrated in FIG. 11;

FIG. 16 is a graphical, top view of a portion of the exit row tableillustrated in FIGS. 10-11;

FIG. 17 is a graphical, top view of a portion of the exit row tableillustrated in FIGS. 12-13;

FIG. 18 is a graphical, top view of a portion of the exit row tableillustrated in FIGS. 14-15;

FIG. 19 is a graphical, side view of the exit row table and some of theassociated components that are illustrated for the first, second, andthird embodiments of the exit row table according to the presentinvention;

FIG. 20 is a flow chart depicting aspects of one method contemplated foroperation of the exit row table of the present invention;

FIG. 21 is a graphical side view of another embodiment of an exit rowtable according to the present invention; and

FIG. 22 is a flow chart depicting aspects of a method contemplated foroperation of the exit row table illustrated in FIG. 21.

DETAILED DESCRIPTION OF EMBODIMENT(S) OF THE INVENTION

The present invention will now be described in connection with one ormore embodiments thereof. The discussion of the embodiments is notintended to be limiting of the present invention. To the contrary, anydiscussion of embodiments is intended to exemplify the breadth and scopeof the present invention. As should be apparent to those skilled in theart, variations and equivalents of the embodiment(s) described hereinmay be employed without departing from the scope of the presentinvention. Those variations and equivalents are intended to beencompassed by the scope of the present patent application.

The present invention will now be discussed in the content of theconstruction of a jet aircraft where one or more jet engines (alsoreferred to as turbine engines or turbofan engines) are affixed (orattached) to each wing of the aircraft. While the invention is discussedin this context, the present invention is not intended to be limitedsolely to the construction of aircraft with wing-born jet engines. It iscontemplated that the present invention may be employed in connectionwith any type of aircraft.

With respect to the discussion that follows, it is noted that specificdirectional conventions are assumed to be known to those skilled in theart. The directional conventions are consistent with the forward traveldirection of the aircraft. In this context, the term “forward” (or itsequivalent) refers to the front end (or bow end) of the aircraft. Theterm “rear” (or its equivalent) refers to the aft end (back end orstern) of the aircraft. The term “right side” (or its equivalent) refersto the right side (or starboard side) of the aircraft as defined by theforward and aft ends of the aircraft. The term “left side” (or itsequivalent) refers to the left side (or port side) of the aircraft, alsoas defined by the fore and aft ends thereof.

Additionally, the term “longitudinal” refers to the longitudinaldirection of the aircraft that extends from the front end to the rearend of the aircraft. The term “lateral” refers to the lateral directionof the aircraft that extends from the right side to the left side of theaircraft (i.e., as defined by the aircraft's wingspan). As should beapparent, the lateral direction is orthogonal to the longitudinaldirection. The terms “up” (or top) and “down” (or bottom) refer to avertical direction or orientation of the aircraft when the aircraft isparked on the ground.

FIG. 1 is a perspective illustration of an aircraft 10 to which the exitrow table of the present invention applies. By way of introduction, theaircraft 10 includes a fuselage 12 longitudinally defining a forward end14 and a rear (or aft) end 16. Two wings 18, 20 extend laterally fromthe fuselage 12. A tail section 22 (or empennage) is attached to therear end 16 of the aircraft. As should be apparent to those skilled inthe art, the wings 18, 20 and the tail section 22 incorporate multiplecontrol surfaces that are responsible for the flying characteristics andoperation of the aircraft 10. Two engines 24, 26 are suspended from andconnect to the wings 18, 20, as illustrated.

FIG. 2 is a top view of one contemplated embodiment of an exit row table30 according to the present invention. As should be apparent, FIG. 2 isa top view of a portion of the interior of the aircraft 10 depicted inFIG. 1. A passenger seat 32 is positioned near to the exit row table 30such that the exit row table 30 extends partially over the passengerseat 32. The exit row table 30 is a stowable table, as discussed in theparagraphs that follow.

In this illustration, it is noted that the passenger seat 32 isforward-facing and is disposed adjacent to a sideboard 34 extendingalong a port (or left side) section of the fuselage 12 of the aircraft10. The exit row table 30 is connected to the sideboard 34 and extendsfrom a mechanism (discussed in greater detail below) that is disposedwithin the sideboard 34. The exit row table 30 is contemplated to bestowable in the sideboard 34.

For reference, the passenger seat 32 includes a seat cushion 36, two armrests 38, 40, a back rest 42, and a head rest 44. It is noted that theseelements of the passenger seat 32 are merely illustrative of oneembodiment of a passenger seat 32 that may be used in combination withthe exit row table 30 of the present invention. Any alternativepassenger seat 32 may be positioned within the aircraft 10 withoutdeparting from the scope of the present invention.

In addition, it is noted that a sideboard 34 is not required for stowageof the exit row table 30 according to the present invention. It iscontemplated that the exit row table 30 may be stowed in a compartmentin one of the armrests 38, 40 of the passenger seat 32 without departingfrom the scope of the present invention. In this regard, it is notedthat the exit row table 30 is contemplated to be disposed in one of thearmrests 38, 40 in the instance where the seat 32 is rotatable in itsposition within the aircraft 10.

The sideboard 34 includes an openable cover 46. The cover 46 iscontemplated to tilt upwardly and toward the fuselage wall 48 of theaircraft 10, thereby permitting the passenger to access the interior ofthe sideboard 34 and deploy the exit row table 30 therefrom. Asillustrated in FIG. 2, after the exit row table 30 is deployed, thecover 46 is contemplated to be returned to its original position,thereby presenting a top surface for the sideboard 34 that closes offaccess to the interior compartment of the sideboard 34. As illustratedin FIG. 2, the exit row table 30 is supported by an arm 50 that isconnected to an arm pivot 52. The arm pivot 52 permits the arm 50 topivot with respect to the sideboard 34.

With continued reference to FIG. 2, it is noted that the passenger seat32 includes a seat belt 54. In addition, the exit row table 30 includesa table surface 56 with a first leaf 58 and a second leaf 60. The firstleaf 58 and the second leaf 60 are pivotally connected to one another sothat the second leaf 60 may fold over the first leaf 58 prior to stowageof the exit row table 30 in the sideboard 34.

As should be apparent to those skilled in the art, exit rows on anaircraft 10 are subject to particular regulations that, in summary,require the exit rows of the aircraft 10 to remain unobstructed duringan emergency. As a result, any tables that are deployable in associationwith seats in exits rows are subjected to these additional requirements.These requirements limit the manner in which tables may be deployed inconnection with such seats. As noted above, tables provided for seats inexit rows typically have limited adjustability so that they comply withapplicable regulations and guidelines.

As will be made apparent in the discussion that follows, FIGS. 3-9provide a general overview of an exit row table 30 according to thepresent invention. FIGS. 10-15 illustrate specific embodiments of theexit row table 30 of the present invention that highlight the adjustablenature of the exit row table 30 of the present invention.

FIGS. 3-5 illustrate one contemplated embodiment for the deployment ofthe exit row table 30 from the sideboard 34.

In FIG. 3, the exit row table 30 has been removed, almost entirely, fromthe sideboard 34 and is tilted toward the front end 14 of the aircraft10, consistent with the top plan view provided in FIG. 2.

The arm 50 is visible in FIG. 3 as is the cover 46. In the view providedin FIG. 3, the cover 46 is shown in the opened position. In FIG. 3, thesupport plate 62 that connects the arm 50 to the first leaf 58 may beseen. A table support pivot 64 connects the support plate 62 to the arm50 so that the support plate 62 may rotate with respect to the arm 50.It is contemplated either one or both of the arm pivot 52 and the tablepivot 64 may be provided with a locking feature so that one or both ofthe pivots 52, 64 may be locked by the passenger in a preselectedposition. This locking feature will be discussed in greater detailbelow.

With continued reference to FIG. 3, it is noted that the arm 50 isconnected to a support 66 via the arm pivot 52. When the exit row table30 initially is deployed from the compartment in the sideboard 34, thesupport 66 is vertically disposed. However, the support 66 does notremain in this position. The support 66 folds downwardly toward thepassenger seat 32 so that the table surface 60 is appropriatelypositioned above the passenger seat 32. As should be apparent, FIG. 3illustrates the position of the exit row table 30 after the exit rowtable is deployed from the sideboard 34.

In connection with the deployment of the exit row table 30 from thesideboard 34, it is contemplated that the exit row table 30 will bedeployable after the cover 46 of the sideboard 34 is opened. After thecover 46 is opened, the passenger has access to the exit row table 30.To release the exit row table 30 from its stowed position, the passengerapplies a downward pressure on the edge of the exit row table 30 (orother component) within the sideboard 34. The momentary push releasesthe exit row table 30, permitting a damper (or other suitable device) topush the exit row table 30 upwardly from the compartment within thesideboard 34 to a position that is more easily manipulated by thepassenger. FIG. 3 illustrates the position of the exit row table 30after having been deployed from the sideboard 34.

FIG. 4 illustrates a second manipulation of the exit row table 30subsequent to the release of the table from the sideboard 34.Specifically, to position the leaves 58, 60 in a location suitable foruse by a person seated in the passenger seat 32, the leaves 58, 60 arerotated forward, around the arm pivot 52. As noted above, the arm pivot52 is located at the end of the support 66 and at one end of the arm 50.The arm pivot 52 facilitates rotation of the arm 50 with respect to thesupport 66.

FIG. 5 is a perspective illustration of the exit row table 30 afterhaving been deployed above the passenger seat 32. The leaves 58, 60 havebeen deployed from the folded, stowed condition to reveal the entiretyof the table surface 56.

FIGS. 6-9 are perspective illustrations of one embodiment of themechanism 68 contemplated to be employed with the exit row table 30 ofthe present invention. The mechanism 68 is disposed on a frame 70 inthis illustration. When the mechanism 68 is positioned within thesideboard 34, one or more elements of the frame 70 also may be deployedin the sideboard 34. Alternatively, the cabinet that forms the sideboard34 may connect directly to the mechanism 68 or any portion thereof.

The mechanism 68 includes a rail 72 that is connected to the bottom ofthe frame 70. The rail 72 is connected to the bottom of the frame 70 viaa bracket 74. The rail 72 extends vertically from the bottom of theframe 70 to a position at or near the top of the frame 70. The rail 72engages a slide 76 that slides along the rail 72. The rail 72 guides theslide 76 during its travel therealong.

The slide 76 connects to the support 66 via a support pivot 78. Thesupport pivot 78 allows the support 66 to pivot from a verticalorientation (as shown) to a horizontal orientation, as shown in FIG. 5,for example. Being connected in this manner, the support 66 movestogether with the slide 76. As a result, the support 66 moves along thevertical direction defined by the rail 72.

At its bottom end, the slide 76 connects to the top end of a scissorjack 80. The bottom end of the scissor jack 80 connects to the rail 72.Depending upon the depth of the sideledge 34, it is contemplated thatthe bottom end of the scissor jack 80 may connect to the bottom end ofthe frame 70. Still further, it is contemplated that the scissor jack 80may connect the slide 76 to any portion of the interior of the sideledge34 without departing from the scope of the present invention.

As illustrated, the damper 82 connects between the slide 76 and thescissor jack 80. The damper 82 biases the scissor jack 80 to an openedposition where the support 66 extends above the sideboard 34, exposingthe support 66, the arm 52, and the table surface 56. As noted above,the damper 82 is designed to push the table surface 56 out from thesideledge 34 after being disengaged from a stowed position. When thepassenger applies a momentary downward push onto the table surface 56,the arm 50, or the support 66, the damper 82 disengages from a stowedcondition to push the table surface 56 upwardly, thereby exposing thetable surface 56 from the compartment within the sideledge 34. This typeof release mechanism is known to those skilled in the art and is,therefore, not discussed in greater detail herein.

FIG. 7 is a perspective illustration of the mechanism 68 illustrated inFIG. 6, after the support 66 has extended exteriorly to the sideboard34. As is apparent from this illustration, the scissor jack 80 is in anextended condition. As a result, the support 66 and arm 50 are at leastpartially exposed from the sideledge 34, consistent with the viewprovided in FIG. 3.

As noted above, the support 66 is contemplated to slide vertically alongthe rail 72, together with the slide 76 to which the support 66 ispivotally attached. The slide 76 connects to the scissor jack 80 and thedamper 82 such that, under the power of the damper 82, the slide 76 ispushed upwardly along the rail 72. As noted, after the passenger appliesa momentary downward force on the mechanism 68, the mechanism 68 isreleased from a stowed condition within the sideledge 34.

Once the support 66 is exposed exterior to the sideledge 34, the arm 50is rotated about the arm pivot 52 as illustrated in FIG. 8. The supportplate 62 is then positioned sufficiently forward of the passenger seat32 that the arm 50 may be folded down to position the table surface 56in front of the passenger, above the passenger's legs.

FIG. 9 illustrates the motion of the support plate 62 around the supportpivot 78 (see FIG. 8), permitting the support plate 62 to be moved froma vertical orientation to a horizontal orientation. In this horizontalorientation, the leaves 58, 60 may be opened to expose the full surfacearea of the table surface 56.

In FIGS. 1-9, the present invention is described in connection with anexit row table 30 according to the present invention. The exit row table30 is constructed so that the table surface 56 may be pushed away fromthe passenger seated in the seat 32. More specifically, the exit rowtable 30 is adjustable in the longitudinal direction of the aircraft 10such that the table surface 56 may be pushed into the emergency exit rowpassage, at least to some small degree. As noted above, during anemergency (or other predetermined flight conditions), it is notpermitted for any portion of the exit row table 30 to extend into anyportion of a passageway reserved for emergency egress from the aircraft10. It should be apparent that, although depicted as being located in avicinity of an emergency exit, the table 30 might be located anywhereelse in the cabin without departing from the scope of the presentinvention.

In connection with the feature permitting the table surface 56 to bepushed away from the passenger, three embodiments are presented inconnection with FIGS. 10-15. These three embodiments are not intended tobe limiting of the present patent application. Instead, the threeembodiments are intended to illustrate the breadth and scope of thepresent invention. Where applicable, like reference numbers are used torefer to like features.

FIG. 10 is a graphical, top view of an embodiment of an exit row table84 of the present invention after having been deployed from thesideledge 34 and after having been extended to an unfolded state abovethe passenger seat 32. The exit passageway 86 is illustrated in front ofthe passenger seat 32. A door 88 (such as an emergency exit door or anemergency exit portal) is positioned at the end of the exit passageway86. The door 88 extends through the fuselage wall 48. A window 90 ispositioned rearward of the door 88, next to the passenger seat 32.

As indicated in FIG. 10, the arm 50 is permitted to rotate about the armpivot 52 in the direction of the arrow 92. So that the table surface 56may remain in the correct orientation with respect to the passenger seat32, the table surface 56 is permitted to rotate about the table supportpivot 64. As also indicated in FIG. 10, the exit row table 84 ispermitted to shift forwardly and rearwardly, in the direction of thearrows 94.

FIG. 11 is a graphical, top view of the exit row table 84 depicted inFIG. 10. In this view, the table surface 56 (along with othercomponents) is shifted forwardly from its initial position by a distance96. As is apparent from FIG. 11, the distance 96 places the front edge98 of the table surface 56 into the area marked as the exit passageway86. As is apparent in FIG. 11, the table surface 56 has been shiftedforwardly and toward the sideledge 34 by comparison with the positionillustrated in FIG. 10

So that the leading edge 98 of the table surface 56 does not remainwithin the boundaries 100, 102 during an emergency (or any othercombination of predetermined flight conditions), the exit row table 84is provided with a mechanism that facilitates automatic retraction ofthe exit row table 84 under certain conditions. The mechanism isdiscussed in greater detail in connection with FIG. 16. The retractedcondition of the exit row table 84 is illustrated in FIG. 10. Thedeployed condition of the exit row table 84 is shown in FIG. 11.

FIG. 12 is a graphical, top view of another embodiment of an exit rowtable 104 according to the present invention. In this view, the tablesurface 56 has been unfolded and is in the retracted position such thatthe leading edge 98 of the table surface 56 is not disposed within theexit passageway 86 as defined by the boundaries 100, 102.

FIG. 13 is a graphical top view of the embodiment of the exit row table104 illustrated in FIG. 12. In this view, the table surface 56 has beendisplaced forwardly along the arrows 94 with respect to the passengerseat 32. The forward displacement is indicated by the distance 106.

To facilitate this forward translation, the arm 50 is connected to anextension 108 that extends along the longitudinal direction of theaircraft 10. The extension 108 permits the table surface 56 to slidetherealong, in the direction of the arrows 110. Alternatively, theextension 108 may slide with respect to the arm 50.

As in the previous embodiment, so that the leading edge 98 of the tablesurface 56 does not remain within the boundaries 100, 102 of the exitpassageway 86 during an emergency, the exit row table 104 is providedwith a mechanism that facilitates retraction, as discussed in greaterdetail in connection with FIG. 17. As in the previous embodiment, FIG.12 illustrates the exit row table 104 in a retracted condition. FIG. 13illustrates the exit row table 104 in a deployed (or extended)condition.

FIG. 14 is a graphical, top view of still another embodiment of an exitrow table 112 according to the present invention. FIG. 14 illustratesthe exit row table 112 in a retracted condition.

FIG. 15 illustrates the exit row table 112 in a deployed or extendedcondition. So that the table surface 56 may extend at least partiallyinto the exit passageway 86, an extension 114 is provided. The extension114 permits the table support pivot 64 to shift along the direction ofthe arrows 116. As indicated, the table surface may extend a distance118 from the initial condition.

As with the previous two embodiments, so that the leading edge 98 of thetable surface 56 does not remain within the boundaries 100, 102 of theexit passageway 86 during an emergency, the exit row table 112 isprovided with an automatic retraction mechanism, which is described ingreater detail in connection with FIG. 18.

FIG. 16 is graphical, top view of a portion of the exit row table 84that is shown in FIGS. 10-11. Specifically, FIG. 16 illustrates the arm50, arm pivot 52, and table support pivot 64. As noted above, the arm ispivotable around the axis defined by the arm pivot 52 as indicated bythe arrows 92.

So that the arm 50 may be retracted during an emergency or under otherpreselected conditions, the pivot 52 includes a retraction mechanism120. The retraction mechanism 120 biases the arm 50 so that the arm 50moves, as a default, into the retracted position illustrated in FIG. 10.So that the arm 50 will remain in a deployed position selected by thepassenger in the seat 32, a locking mechanism 122 is provided adjacentto the retraction mechanism 120.

It is noted that the passenger in the passenger seat 32 may select adeployment position for the table surface 56 at any point between thefully retracted position and the fully deployed position. If the lockingmechanism 122 is not activated, the table surface 56 will automaticallydefault to the retracted position.

As noted above, one aspect of the present invention is to assure thatthe exit passageway 86 in front of the passenger seat 32 remainsunobstructed, especially in the event of an emergency that would requireaccess to the door 88. It is for this reason, among others, that theretraction mechanism 120 defaults to a retracted position unless thelocking mechanism 122 is engaged. As discussed in greater detail withrespect to FIGS. 19-20, the locking mechanism 122 is available to beactuated only when the seat 32 is occupied. If the seat 32 is notoccupied, a person is not able to deploy the table surface 56.

The retraction mechanism 120 may include any of a number of differentdevices for its operation. It is contemplated, for example, that theretraction mechanism 120 may be a pneumatic damper. Alternatively, theretraction mechanism 120 may be a hydraulic damper. Still further, it iscontemplated that the retraction mechanism 120 may be a spring. Theretraction mechanism 120 also may be a servo motor or a solenoid, asdesired. As should be apparent from the foregoing, the exactconstruction and operation of the retraction mechanism 120 is notcritical to the operation of the present invention.

Similarly, the locking mechanism 122 may be constructed in any of anumber of different ways without departing from the scope of the presentinvention. The locking mechanism 122 may be an electrical switch, amechanical switch, or an electro-mechanical switch, as should beapparent to those skilled in the art.

In addition, the exact position of the locking mechanism 122, whileshown adjacent to the arm pivot 52, is not critical to the operation ofthe present invention. The locking mechanism 122 may be placed at anysuitable location without departing from the scope of the presentinvention. While it is contemplated that the locking mechanism 122 willbe located somewhere on the structure of the exit row table 84, thelocking mechanism 122 may be positioned remotely (e.g., on the arm rest38) without departing from the scope of the present invention.

FIG. 17 is a graphical, top view of a portion of the exit row table 104illustrated in FIGS. 12-13. Specifically, FIG. 17 illustrates the arm50, arm pivot 52, and table support pivot 64. In this embodiment, anextension 108 extends from the end of the arm 50.

As should be apparent for this embodiment of the exit row table 104, thearm 50 is not contemplated to pivot around the arm pivot 52. Instead,movement of the table surface 56 is made possible by the extension 108.

So that the table surface 56 may be retracted during an emergency orunder other preselected conditions, the extension 108 includes aretraction mechanism 124. The retraction mechanism 124 in theillustrated embodiment is contemplated to be connected to the tablesupport pivot 64, which slides along the extension 108. As in the priorembodiment, the retraction mechanism 124 is biased so that the tablesupport pivot 64 (and, therefore, the table surface 56) is in theretracted position. As before, the retracted position is the defaultposition that is illustrated in FIG. 12. So that the table surface 56will remain in a deployed position selected be the passenger in the seat32, a locking mechanism 126 is provided adjacent to the arm pivot 52.

It is noted that the passenger in the passenger seat 32 may select adeployment position for the table surface 56 at any point between thefully retracted position and the fully deployed position. If the lockingmechanism 126 is not activated, the table surface 56 will automaticallydefault to the retracted position.

As noted above, one aspect of the present invention is to assure thatthe exit passageway 86 in front of the passenger seat 32 remainsunobstructed, especially in the event of an emergency that would requireaccess to the door 88. It is for this reason, among others, that theretraction mechanism 124 defaults to a retracted position unless thelocking mechanism 126 is engaged. As discussed in greater detail withrespect to FIGS. 19-20, the locking mechanism 126 is available to beactuated only when the seat 32 is occupied. If the seat 32 is notoccupied, a person is not able to deploy the table surface 56.

The retraction mechanism 124 may include any of a number of differentdevices for its operation. It is contemplated, for example, that theretraction mechanism 124 may be a pneumatic damper. Alternatively, theretraction mechanism 124 may be a hydraulic damper. Still further, it iscontemplated that the retraction mechanism 124 may be a spring. Theretraction mechanism 124 also may be a servo motor or a solenoid, asdesired. As should be apparent from the foregoing, the exactconstruction and operation of the retraction mechanism 124 is notcritical to the operation of the present invention.

Similarly, the locking mechanism 126 may be constructed in any of anumber of different ways without departing from the scope of the presentinvention. The locking mechanism 126 may be an electrical switch, amechanical switch, or an electro-mechanical switch, as should beapparent to those skilled in the art. In another contemplatedembodiment, it is contemplated that the locking mechanism 126 might becombined with the retraction mechanism 124. In other words, the presentinvention is not intended to be limited solely to embodiments where theretraction mechanism 124 and the locking mechanism 126 are elements thatare separate from one another.

In addition, the exact position of the locking mechanism 126, whileshown adjacent to the arm pivot 52, is not critical to the operation ofthe present invention. The locking mechanism 126 may be placed at anysuitable location without departing from the scope of the presentinvention. While it is contemplated that the locking mechanism 126 willbe located somewhere on the structure of the exit row table 104, thelocking mechanism 126 may be positioned remotely (e.g., on the arm rest38) without departing from the scope of the present invention.

FIG. 18 is a graphical, top view showing a portion of the exit row tabledepicted in FIGS. 14-15. As should be apparent for this embodiment ofthe exit row table 112, the arm 50 is not contemplated to pivot aroundthe arm pivot 52. Instead, movement of the table surface 56 is madepossible by the extension 114.

So that the table surface 56 may be retracted during an emergency orunder other preselected conditions, the extension 114 includes aretraction mechanism 128. The retraction mechanism 128 in theillustrated embodiment is contemplated to be connected to the tablesupport pivot 64, which slides along the extension 114. As in the priorembodiment, the retraction mechanism 128 is biased so that the tablesupport pivot 64 (and, therefore, the table surface 56) is in theretracted position. As before, the retracted position is the defaultposition that is illustrated in FIG. 13. So that the table surface 56will remain in a deployed position selected be the passenger in the seat32, a locking mechanism 130 is provided adjacent to the arm pivot 52.

It is noted that the passenger in the passenger seat 32 may select adeployment position for the table surface 56 at any point between thefully retracted position and the fully deployed position. If the lockingmechanism 130 is not activated, the table surface 56 will automaticallydefault to the retracted position.

As noted above, one aspect of the present invention is to assure thatthe exit passageway 86 in front of the passenger seat 32 remainsunobstructed, especially in the event of an emergency that would requireaccess to the door 88. It is for this reason, among others, that theretraction mechanism 128 defaults to a retracted position unless thelocking mechanism 130 is engaged. As discussed in greater detail withrespect to FIGS. 19-20, the locking mechanism 130 is available to beactuated only when the seat 32 is occupied. If the seat 32 is notoccupied, a person is not able to deploy the table surface 56.

The retraction mechanism 128 may include any of a number of differentdevices for its operation. It is contemplated, for example, that theretraction mechanism 128 may be a pneumatic damper. Alternatively, theretraction mechanism 128 may be a hydraulic damper. Still further, it iscontemplated that the retraction mechanism 128 may be a spring. Theretraction mechanism 128 also may be a servo motor or a solenoid, asdesired. As should be apparent from the foregoing, the exactconstruction and operation of the retraction mechanism 128 is notcritical to the operation of the present invention.

Similarly, the locking mechanism 130 may be constructed in any of anumber of different ways without departing from the scope of the presentinvention. The locking mechanism 130 may be an electrical switch, amechanical switch, or an electro-mechanical switch, as should beapparent to those skilled in the art.

In addition, the exact position of the locking mechanism 130, whileshown adjacent to the arm pivot 52, is not critical to the operation ofthe present invention. The locking mechanism 130 may be placed at anysuitable location without departing from the scope of the presentinvention. While it is contemplated that the locking mechanism 130 willbe located somewhere on the structure of the exit row table 112, thelocking mechanism 130 may be positioned remotely (e.g., on the arm rest38) without departing from the scope of the present invention.

In connection with the embodiments described in connection with FIGS.10-15, it is noted that features from any of the three embodiments ofthe exit row table 84, 104, 112 may be combined without departing fromthe scope of the present invention. For example, the exit row table 112may incorporate the retraction mechanism 120 in connection with the armpivot 52. The same retraction mechanism 120 may be provided in the samelocation for the exit row table 104. Furthermore, the retractionmechanisms 120, 124, 128 from all three embodiments may be combined intoa single table without departing from the scope of the presentinvention.

FIG. 19 is a graphical side view of a passenger seat 32 with the exitrow table 84 illustrated in FIGS. 10-11. It is noted that FIG. 19 isequally illustrative of the other exit row tables 30, 104, 112. Asillustrated in FIG. 19, for context, the seat 32 is disposed on legs 132that are connected to the floor 134 of the aircraft 10.

A seat sensor 136 is disposed in the seat 32, for example within theseat cushion 36, and is operatively connected to the retractionmechanism 120 associated with the exit row table 84. The seat sensor 136is contemplated to be a weight sensor that detects if a sufficientlylarge amount of weight is present in the seat 32. If the weight on theseat 32 exceeds a predetermined amount, the seat sensor 136 provides asignal to the retraction mechanism 120 or the locking mechanism 122 topermit locking of the table surface 56 in a preselected position.

It is noted that the seat sensor 136 need not be a weight sensor. It iscontemplated that the seat sensor 136 may include one or more sensorsthat operate independently or together with one another to measureparameters indicative of a person being seated in the passenger seat 32.Weight is only one variable that may be detected.

FIG. 20 provides a flow chart that illustrates one contemplated methodfor the operation of the exit row table 30, 84, 104, 112 of the presentinvention. As noted above, the exit row table 30, 84, 104, 112 is biasedinto a retracted condition (after having been removed from the stowagelocation in the sideboard 34) such that the leading edge 98 of the tablesurface 56 does not extend between the boundaries 100, 102 of the exitpassageway 86. For the table surface 56 to be lockable in a deployedposition, at least two conditions must be met: (1) there must be aperson seated in the seat 32, and (2) the flight condition of theaircraft 10 must permit deployment of the table surface 56.

As for the first condition, as noted above, a seat sensor 136 isprovided in the passenger seat 32. The seat sensor 136 is contemplatedto sense if a sufficient amount of weight is present on the seat. Inother words, the seat sensor 136 provides a weight signal. If the weightsignal exceeds a predetermined minimum, then the first condition issatisfied.

The second condition may be satisfied by any of a number of differentinputs that are available on board the aircraft 10. It is contemplatedthat the second condition is satisfied when the aircraft is not in ataxi, takeoff, and landing (“TTL”) mode of operation. During flight, itis contemplated that the second condition is satisfied when the aircraft10 is not experiencing turbulence or other conditions where retractionof the table surface 56 is desirable.

In the discussion that follows, it is contemplated that the firstcondition is satisfied when a weight in excess of a predetermine amountis present in the seat 32. The second condition is considered to besatisfied when the aircraft is not in a TTL mode of operation.

FIG. 20 illustrates the iterative nature of the method of operation ofthe exit row table 30, 84, 104, 112 of the present invention.

The method 138 begins at step 140 where the method 138 enquires ifpredetermined conditions exist on board the aircraft 10. Specifically,the method 138 determines if the aircraft 10 is in a flight mode ofoperation (i.e., a non-TTL mode of operation). If the method 138determines that predetermined conditions exist and that the aircraft 10is not in a TTL mode of operation, then the method 138 proceeds to step142. If the method 138 determines that predetermined conditions do notexist, this means that the aircraft 10 is no longer in a flight mode andthat the aircraft 10 is preparing for taxi, takeoff, and landing. As aresult, the method 138 proceeds to step 146 where an unlocking commandis generated. The unlocking command causes the exit row table 30, 84,104, 112 to return to the retracted condition.

After determining that predetermined conditions exist on the aircraft 10suitable for deployment of the exit row table 30, 84, 104, 112, themethod 138 proceeds to step 144, where the method 138 determines if theseat 32 is occupied. If the seat is occupied, the method 138 proceeds tostep 144 where locking of the exit row table 30, 84, 104, 112 in adeployed condition is permitted. If the seat 32 is not occupied, themethod 138 proceeds to step 146, where the unlocking command isgenerated.

As should be apparent, when the unlocking command is generated at step146, the method proceeds to step 148 where the table surface 56 isretracted. If the table surface 56 is not deployed, then retraction ofthe table surface 56 is not necessary, since the table surface 56automatically biases to the retracted condition, as discussed above.

With continued reference to FIG. 20, it is noted that steps 142 and 144of the method 138 may be repeated after a periodic time period t. Assuch, the method 138 may detect if a person has left the seat 32 andmoved to another location on the aircraft 10. If so, the method 138 isdesigned to detect this change and retract the exit row table 30, 84,104, 112.

Similarly, the entirety of the method 138 may be executed periodicallyfor the same reason. As such, if the conditions on board the aircraft 10change, the exit row table 30, 84, 104, 112 will be retracted.

FIG. 21 illustrates one additional embodiment contemplated of an exitrow table 150 according to the present invention. In this embodiment,the exit row table 150 excludes a locking mechanism 122. Instead, theexit row table 150 is provided with a combined holding and retractionmechanism 152. The holding and retraction mechanism 152 in contemplatedto combine the functionality of the locking mechanism 122 and theretraction mechanism 120 illustrated in FIG. 19. As should be apparent,this embodiment also may be considered to combine the locking mechanismsand the retraction mechanisms of others of the embodiments describedherein.

In operation, the exit row table 150 is contemplated to function asfollows. When a passenger is seated in the seat 32 and actuates the seatsensor 136, the holding and retraction mechanism 152 permits thepassenger to position the table surface 56 in any suitable location. Thetable surface 56, however, is not locked in the position. Instead, thetable surface 56 is maintained in the position selected by thepassenger. In this embodiment, it is contemplated that the table surface56 is freely movable to any position between a retracted position and adeployed position without locking the table in a fixed position. Anysuitable mechanism, as should be apparent to those skilled in the artmay be employed without departing from the scope of the presentinvention.

When the passenger gets up from the seat 32 and, thereby alters theinput to the seat sensor 136, it is contemplated in one embodiment thatthe holding and retraction mechanism 152 will retract the table surface56 to a retracted position. Alternatively, if the flight conditions ofthe aircraft 10 require that the table surface 56 be in a retractedposition, the holding and retraction mechanism 152 will retract thetable surface 56 to the retracted position and prevent positioning ofthe table surface at any position between the retracted position and thedeployed position.

FIG. 22 is a flow chart illustrating the steps of a method 154 ofoperation contemplated for the exit row table 150 illustrated in FIG.21. This method 154 is similar to the method 138 illustrated in FIG. 20,except that the locking aspect of that method 138 has been removedconsistent with the construction of the exit row table 150.

As illustrated, the method 154 starts at a step 156 where the methoddetermines if predetermined flight conditions exist. As noted above, thepredetermined conditions include conditions where the aircraft 10 is notin a TTL mode of operation or experiencing turbulence, for example. Themethod 154 proceeds to step 158, where the method 154 determines if theseat 32 is occupied. If so, the table surface may be positioned inaccordance with step 160. If the seat is not occupied, the method 154proceeds to step 162, where the table surface 56 is retracted. In onealternative embodiment, if the predetermined conditions for the flyingof the aircraft 10 do not exist (i.e., the aircraft 10 is in a TTL modeof operation), the table surface 56 is retracted as indicated in step162. In yet another alternative embodiment, it is contemplated that thetable surface 56 will remain in the deployed position even if the seat32 is not occupied but the aircraft 10 is operating such that thepredetermined flight conditions do not exist (i.e., the aircraft 10 isin a TTL mode of operation). In all other aspects, the method 154 isconsidered to be similar to the method 138 as described above.

A should be apparent from the foregoing, it is contemplated that thereare two conditions that affect the whether or not the table surface 56is retracted or deployable. The first condition is the flight conditionof the aircraft 10. The second is the occupancy of the seat 32, asmeasured by the seat sensor 136. Either one or both of these conditionsmay have an impact on the deployability of the table surface 56. Forexample, if the aircraft 10 is in a flight mode excluding a TTL mode ofoperation, for example, this means that the aircraft 10 is in acondition where the table surface 56 may be deployed. It iscontemplated, in one mode of operation, that the table surface 56 isdeployable when the seat 32 is unoccupied and predetermined flightconditions are met. In a second contemplated mode of operation, the seat32 must be occupied and the aircraft 10 must meet the predeterminedflight criteria for the table surface 56 to be deployable.

While the exit row tables 30, 84, 104, 112, 150 have been discussed inconnection with an embodiment for a seat 32 adjacent to an exitpassageway 86, it is noted that the exit row tables 30, 84, 104, 112,150 of the present invention may be used at any location within theaircraft without departing from the scope of the present invention. Inother words, the exit row tables 30, 84, 104, 112, 150 may be employedin any location, as should be apparent to those skilled in the art.

As noted above, the embodiment(s) described herein are intended to beexemplary of the wide breadth of the present invention. Variations andequivalents of the described embodiment(s) are intended to beencompassed by the present invention, as if described herein.

1.-21. (canceled)
 22. An exit row table, comprising: a table surfacedeployable between a retracted position and a deployed position; an armhaving a first end and a second end, the arm supporting the tablesurface at the first end; a scissor connected to the arm for deployingthe arm and table surface between a first position to a second position;and a support connected to the arm at the second end, the supportconnecting the arm to a structure interior to the aircraft.
 23. The exitrow table of claim 22, wherein the first position is within acompartment and the second position is at least partially exterior tothe compartment.
 24. The exit row table of claim 22, further comprisingan actuator connected to the scissor for applying a force on the arm todeploy the arm between the first position and the second position. 25.The exit row table of claim 22, wherein the scissor is responsive to amomentary application of a force to deploy the table surface between thefirst and second positions.